Harvesting-mac mine



(No Model.)

H. N. & B. A. KENNEDY.

HARVESTINGv MACHINE.

No. 351,181. Patented-Oct. 19, 1886.

n. PETERS, Photo-Lithograph", Washmglcn. 0.4.

NIT E TATES HERMAN N. KENNEDY AND BURR A KENNEDY, OE CHICAGO, ILLINOIS.

HARVESTING-MACHINE.

SPECIFICATION forming part of Letters Patent No. 351,181. dated October 19, 1886.

Application filed October 19, 1885.

To all whont it may concern.-

Be it known that we, HERMAN N. KENNEDY and BURR A. KENNEDY, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented cer- I tain new and useful Improvements in Harvest ingMachines, of which the following specification contains a full description.

This invention relates to the construction of the frame of a harvesting-machine, and comprises devices for securing front and rear sills or framehars formed of tubular metal to the trusses which extend from front to rear, and in the construction of a gearing-frame in form to serve as the struts for the trusses.

In the drawings, Figure 1 is a stubble side elevation of the frame and gearing, the drivewheel and main driving-gear being shown in dotted lines. Fig. 2 is a plan. Fig. 3 is a perspective of the gearing-frame. 4 is a detail perspective of one of the truss-clasps embracing the tubular sill.

A is the rear sill.

A is the front sill.

B is a shoe bolted rigidly to the inner end of the front sill, and affording an attachment for the fingerbar B, which is bolted rigidly to it behind the front sill, A.

Ois the outer side truss. C and O are in side trusses. They may be each formed of one piece of iron bent around the sills A A, so as to pinch onto them; but in construction it is more convenient to make the portion which forms the angle and clasps and pinches the tubularsills of a separate piece. These clasps c are preferably wider than the upper and lower bars, 0 a, of the trusses, in order to give them a firmer' grasp upon the tubular sills. This grasp is strengthened by the clamping or pinching bolts 0 which are passed through both leaves of the clasp, inside of and close against the sills, and secured by exterior nuts, 0*". Further, to strengthen the grasp of the clasps on the sills and prevent winding of the frame by the clasps slipping around on the sills, and at the same time prevent them from moving longitudinally on the sills, the bolts 0" are passed through the clasp at the bend which embraces the sill, and through both walls of the tubular sill, and securely headed at both ends, thus forcing the tubular sill firmly into the bend of the clasp. The

Serial No. 180,276. (No model.)

between the gear-wheels of the train, its own rapidity resisting that strain, but in addition serving as the struts t'orboth the inside trusses, very greatlyincreasing their capacity to carry the deadwveight of the machine and resist the shocks due to travel over uneven ground, and bracing the two trusses apart horizontally,and thereby adding to the transverse rigidity of the entire structure. This gearingfranie will now be described in detail. It comprises the standards E and E in the same vertical transverse plane, and connected by the drooping yoke or loop These standards have respectively the horizontal bearings e and e for the main pinion-shaft, the lower soles, e and e, to fit the lower bars, 0, of the trusses G and G respectively, and the upper flanges, e e and e e, to fit the upper bars, 0, of said trusses. Protruding horizontally at right angles to the box 0 is the box 6, and connected thereto by the arm E is the box a in line with the box 6", and provided with lateral wings e a which rest upon the upper side of the upper bars, 0' c", of the trusses C 0". Through all the flanges e a c c and through the wings c bolts are passed into and through the truss-bars, thereby very rigidly securing the gearing-frame E to the trusses. The gearing which is sustained upon this frame is not a part of this invention, but will be described in order to make the utility of the framework more clear.

F is the main driving gear-wheel, rigid with the drive-wheel G. g is the axle of the drivewheel, which is loose thereon. Rigid with the axle g are the 'pinions G, meshing in the racks of the segments in the usual manner. Also rigid with said axle is the sprocketwheel G".

H is the main pinion, meshing with and driven by the main gear-wheel E. h is the shaft journaled in the boxes (2 c of the gearing-frame E. ,Said shaft is rigid with the pinion H. Loose on said shaft between the pinion H and the box e is the sprocket'wheel G, having integral with it the worm-wheel G Above the worm-wheel there is secured to the bar (1 of the truss O the bracket J, and journalcd therein is the shaft K, having the worm or endless screw K engaging with the worm wheel G Said shaft K is extended to the rear, where it may, if desired, have another bearing, and is provided with a crank handle, K by which it may be rotated.

The sprocket-wheel G is in the same vertical plane as the sprocketwheel G and the endless chain g passes around-both and communicates to the latterwheel the motion which the former derives through the worm K and the pinion H.

On the shaft h is fixed the bevel gear-wheel H, which revolves in the loop of the yoke E. In the boxes e and e is journaled the shaft h, which carries 011 its outer end the sprocketwheel H and has running loose on its inner end, next to the box 6 the bevel-pinion H which meshes with and is driven by the bevel gear-wheel H. provided with clutch-teeth h and on theshaft it, between the box 6* and the pinion H is placed-the clutch H sliding on and revolving with the shaft h, and having its clutch-teeth if matched to the teeth 71. on the hub of the pinion H and provided with the spring H tending to hold it in engagement with the said pinion-hub. Any convenient means may be provided to disengage it.

The operation of this train of gearing is ob-' vious. The sprocketwheel H is employed to communicate motion to the remainder of the mechanism of the harvester. (Not shown.)

In order to afford convenientv and secure means of attaching the upright posts which may be needed to uphold the elevated portion of the machinery, the upper bars, 0?, of the trusses c and c are extended beyond the clasps at the forward end, and may be bent up, as shown at 0 to give greater surface to overlap the posts M, which are bolted onto the vertical flange of the angle-iron bar a.

In order to afford convenient means of attaching the pole, the upper and lower bars, 0 c, of the truss G are extended in front of the clasp at the front end of the truss, andthe metal block P; having the pivot-studp for the pole, is firmly bolted between said extended bars. The shoe B is provided with the lug b in line with the block P, and in line with the studp the said lug has the eye I). The pole R is pivoted on the stud p and has the brace-rod r hooked into the eye I).

We claim 1. In combination with the tubular sills, the trusses forming the connection from front to rear between said sills, made of metal clasped The hub of the pinion H is 1 around and pinched onto said tubular sills, and bolts passing through the walls of the tubular sills and through the embracing trussirons at the bend, to force the tubularsills in to the bend and increase the grasp of the latter on the sill.

, 2. In combination with the tubular sills, the truss-iron clasped around the sill and bolted thereto at the bend, the bolts passed through both branches of the clasping-iron inside the embraced sill.

3. In combination with the tubular sills, the trusses connecting them formed of the upper and lower bars and the connecting-clasps, said clasps bolted tothe bars and bent around and pinched onto the sides and made wider than the bars throughout the portion which embraces the sills, whereby a more secure attachment to the sills is effected.

4. -In combination with the tubular sills, the trusses connecting them formed of the upper and lower bars and the uniting-clasps,the upper bars flanged upward, and the upright posts bolted to such flanges.

5, In combination with the front sill, the truss 0 comprising the upper and lower bars and their connecting-clasps, and having said bars extended forward beyond the front clasp to afford attachment for the pole.

6. In combination with the front sill, the truss 0 comprising the upper and lower bars and the clasps connecting them, and having said bars extended forward beyond the front clasp, the pole-pivot block bolted between the saidextended' bars, the shoes secured to the inner end of the sill and provided with thelng in line with the block,and the pole pivoted on the block and having a brace extended to the lug.

7. In combination with the front and rear sills, the trusses connecting them on the grain side of the wheel, composed of the upper and lower bars,and the gearing-frame constituting struts for the trusses.

8. The truss C composed of the upper and lower bars having the inner segment and the gearing-frame as its struts;

9. In combination with the front and rear sills and the two inside trusses connecting the sills and composed of the upper and lower bars, the gearing-frame made integral and secured rigidly to both trusses and constituting a horizontal brace between the trusses.

10. In combination with the two inside trusses composed of the upper and lower bars, the gearing-frame made integral and formed as struts for both said trusses and as a brace between them.

In testimony whereof we have hereunto set our hands, in the presence of two witnesses, at Chicago, Illinois.

HERMAN N. KENNEDY. BURR A. KENNEDY.

Attest:

JOHN B. KASPARI, J. F. STEWARD. 

